Method for controlling the gear shift law used in a land vehicle with a speed control function

Abstract

The invention relates to a control method implemented in a land vehicle having selectable driving modes that are respectively associated with gear shift laws and comprising a powertrain provided with an automated gearbox and a speed control function that can be activated but not in use or activated and in use. This method comprises a step (10-20) in which a gear shift law is used which is either associated with the selected driving mode when the speed control function is activated but not in use or associated with the speed control function when the speed control function is activated and in use.

Description

DESCRIPTION TITLE: CONTROL OF THE GEAR SHIFT LAW USED IN A LAND VEHICLE WITH A SPEED CONTROL FUNCTION The present invention claims priority from French application No. 2303446 filed on 06.04.2023, the content of which (text, drawings and claims) is incorporated herein by reference. Technical field of the invention

[0001] The invention relates to land vehicles comprising a powertrain (or GMP) with an automated gearbox and at least one speed control function, and more specifically the control of the gear change law which is used with such a gearbox. State of the art

[0002] Some land vehicles, possibly of the automobile type, include:

[0003] - a powertrain (or GMP) comprising an automated gearbox capable of supplying the drive wheels with a torque defined by a torque setpoint, and

[0004] - a speed control function that can at least be activated and ineffective or activated and effective.

[0005] In the following, the term "speed control function" means a function which is capable, in the event of effective activation, of generating the aforementioned torque setpoint as a function of a speed setpoint which must be respected.

[0006] For example, the speed control function may be a speed limiting function, a cruise control function, or a speed clamping function.

[0007] As is known to those skilled in the art, a speed control function may generally be:

[0008] - either in a first state called non-activated (or stopped or even inhibited) when it has not been activated, for example by the driver of the vehicle,

[0009] - either in a second state called activated and effective when it has been activated and it delivers a torque instruction to respect the speed instruction,

[0010] - either in a third state called activated and not effective when it has been activated but does not deliver a torque instruction because the current speed of the vehicle does not justify it with regard to the speed instruction,

[0011] - or in a fourth state called recovery when it is activated and effective and the driver of the vehicle presses the accelerator pedal so that the vehicle speed exceeds the speed setting.

[0012] Currently, when the speed control function is in its second or third state, it sets a variable, usually boolean, to a first value (e.g. equal to 1), and when the speed control function is in its first or fourth state it sets this same variable to a second value (e.g. equal to 0).

[0013] In some of the aforementioned vehicles, the driver can select one of several driving modes (such as economy mode, comfort mode and sport mode), and each driving mode is associated with a gear change law for the gearbox dedicated to it.

[0014] However, currently, when the variable presents its first value, it is automatically the gear change law associated with the speed control function that is used, even when a driving mode has been selected. This is logical when the speed control function is in its second state (activated and effective) since it is this speed control function that determines the torque setpoint for the GMP. But this can disturb the driver when the speed control function is in its third state (activated and not effective) because the torque setpoint for the GMP is determined based on the percentage of depressed accelerator pedal which is representative of the driver's will. It will be understood that in this situation the driver thinks he has complete control of his vehicle and therefore does not expect that the driving mode he has selected will not be taken into account (it is in fact the gear change law associated with the speed control function which is used and not that which is associated with the selected driving mode).

[0015] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0016] For this purpose, it proposes in particular a control method intended to be implemented in a land vehicle, having driving modes that can be selected and associated respectively with gear change laws, and comprising:

[0017] - a powertrain including an automated gearbox, and

[0018] - a speed control function that can be activated and not effective or activated and effective.

[0019] This control method is characterized by the fact that it comprises a step in which a gear change law is used which is either associated with the selected driving mode when the speed control function is activated and not effective, or associated with the speed control function when this speed control function is activated and effective.

[0020] Thanks to the invention, the driver is no longer surprised by the gear change law which is used when the speed control function has been activated and whether it is acting or not, which leads to an improvement in the performance of the speed control function from the driver's point of view and compliance with the selected driving mode whenever possible.

[0021] The control method according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

[0022] - in its step, when the speed control function is activated and not effective, the use of a gear change law which is associated with the selected driving mode can be imposed by assigning a first value to a specific variable, or when the speed control function is activated and effective, the use of a gear change law which is associated with the speed control function can be imposed by assigning a second value to the specific variable;

[0023] - in the presence of the last option, in its step, the specific variable can be boolean and can take a first value equal to 0 and a second value equal to 1;

[0024] - also in the presence of the last option, in its step, it can be indicated that the speed control function is activated and not effective or activated and effective by assigning a first value to another specific variable, this first value being suitable for triggering a determination by the speed control function of a potential torque setpoint defining a torque envisaged to be delivered by the gearbox at a future instant and intended to determine a gear to be engaged in the gearbox in the presence of the gear change law in use;

[0025] - in the presence of the last sub-option, in its step, it can be indicated that the speed control function is not activated or in a phase of resumption by a driver of the vehicle by assigning a second value to the other specific variable, this second value being suitable for imposing a predefined potential torque instruction;

[0026] - in the presence of the last sub-option, in its step, the other specific variable can be boolean and can take a first value equal to 1 and a second value equal to 0.

[0027] The invention also provides a computer program product comprising a set of instructions which, when executed by means processing, is suitable for implementing a control method of the type presented above, in a land vehicle, having driving modes selectable and associated respectively with gear changing laws, and comprising a powertrain comprising an automated gearbox, and a speed control function which can be activated and not effective or activated and effective, to control the gear changing law to be used.

[0028] The invention also proposes a control device intended to equip a land vehicle, having driving modes that can be selected and associated respectively with gear change laws, and comprising:

[0029] - a powertrain including an automated gearbox, and

[0030] - a speed control function that can be activated and not effective or activated and effective.

[0031] This control device is characterized by the fact that it comprises at least one processor and at least one memory arranged to carry out the operations consisting of triggering use of a gear change law which is either associated with the selected driving mode when the speed control function is activated and not effective, or associated with the speed control function when the speed control function is activated and effective.

[0032] The invention also proposes a land vehicle, possibly of the automobile type, having driving modes that can be selected and associated respectively with gear change laws, and comprising:

[0033] - a powertrain including an automated gearbox,

[0034] - a speed control function that can be activated and not effective or activated and effective, and

[0035] - a control device of the type presented above.

[0036] For example, the powertrain may include at least one thermal prime mover and at least one electric prime mover. Brief description of the figures

[0037] Other characteristics and advantages of the invention will appear on examining the detailed description below, and the appended drawings, in which:

[0038] [Fig. 1] schematically and functionally illustrates an exemplary embodiment of a land vehicle comprising a control device according to the invention, a speed control computer, and a hybrid GMP transmission chain and supervision computer,

[0039] [Fig. 2] schematically and functionally illustrates an exemplary embodiment of a speed control calculator comprising an exemplary embodiment of a control device according to the invention,

[0040] [Fig. 3] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0041] The invention aims in particular to propose a control method, and an associated DC3 control device, intended to enable control of the gear change law to be used in a land vehicle V comprising a powertrain (or GMP) with automated gearbox BV and at least one speed control function, and offering several driving modes.

[0042] In the following, it is considered, by way of non-limiting example, that the land vehicle V is of the automobile type. It is for example a car, as illustrated in figure 1. But the invention is not limited to this type of land vehicle. It relates in fact to any type of land vehicle comprising a powertrain (or GMP), comprising at least one thermal motor associated with a gearbox via at least one coupling device, and a speed control function.

[0043] Figure 1 schematically shows a (land) vehicle V comprising a hybrid GMP transmission chain (and therefore in particular with a thermal MMT motor and an electric motor MME), a supervision calculator CS, a rechargeable battery BR, an accelerator pedal PA, a speed control calculator CA, and a control device DC3 according to the invention.

[0044] It should be noted that the GMP could also be purely thermal. Furthermore, the transmission chain could also allow four-wheel drive (or 4x4) or 4x2 mode.

[0045] As illustrated, the transmission chain also comprises, here, a motor shaft AM, a first coupling device DC1, a second coupling device DC2, an automated gearbox BV, and a transmission shaft AT.

[0046] The operation of the transmission chain (and therefore of the GMP) is supervised by a CS supervision computer.

[0047] The thermal motor MMT comprises a crankshaft (not shown) which is fixedly secured to the motor shaft AM in order to drive the latter (AM) in rotation. This thermal motor MMT is capable of operating according to a speed to provide a first torque c1, on command from the supervision computer CS. In addition, it (MMT) is capable of being coupled to the primary shaft AP of the gearbox BV via the first coupling device DC1, as well as here via the second coupling device DC2 (optional). This coupling device DC1 is capable of delivering a second torque c2 from the first torque c1 produced by the thermal motor MMT, for the gearbox BV (automated). Finally, this gearbox BV is capable of delivering a third torque c3 from the second torque c2 delivered by the coupling device DC1, for at least one train T1 of driving wheels.This third torque c3 is defined by a torque setpoint ccg which is transmitted by the CS supervision computer.

[0048] For example, the train T1 can be located in the front part PW of the vehicle V. It is preferably, and as illustrated, coupled to the transmission shaft AT via a differential (here front) DV. But in a variant this train T1 could be the one referenced T2 which is located in the rear part PRV of the vehicle V.

[0049] Also for example, the first coupling device DC1 can be a clutch (possibly double). But in an alternative embodiment it could be a torque converter, for example.

[0050] The gear that must be engaged in the BV (automated) gearbox can be determined by a CB gearbox computer based on a gear change law that is in use in the vehicle V at the time in question.

[0051] As a non-limiting example, the automatic gearbox may be of the so-called "double clutch (or DCT)" type. However, the invention is not limited to this type of automated gearbox.

[0052] In the example illustrated without limitation, the crankshaft of the thermal motor MMT is also coupled to a CC belt, itself coupled to an alternator-starter AD which is supplied with electrical energy by the rechargeable battery BR (and which can also recharge the latter (BR)). Thus, the alternator-starter AD can provide torque to the CC belt, which can provide this torque to the crankshaft.

[0053] It should be noted that this BR rechargeable battery can, for example, be of the 48 V type. But this is not an obligation. Indeed, it could alternatively be of the 12 V, 24 V, or 400 V type for example.

[0054] The electric motor MME is (here) installed between the thermal motor MMT and the first coupling device DC1, and is capable of providing torque on the order of the supervision computer CS when it is supplied with electrical energy by the rechargeable battery BR. It (MME) is also capable of recovering a regenerative braking torque, defined by a regenerative braking torque setpoint (negative), to brake the vehicle V, and of transforming this recovered regenerative braking torque into electrical energy to recharge the rechargeable battery BR.

[0055] When the first coupling device DC1 has been placed in its fully coupled (or fully closed) state and the thermal prime mover MMT is providing (positive) torque and / or the prime mover MME electric motor provides torque (positive), the first coupling device DC1 delivers torque for the primary shaft AP of the BV gearbox.

[0056] It will also be noted that in the example illustrated non-limitingly in Figure 1, the transmission chain comprises a second coupling device DC2 installed between the thermal motor MMT and the first coupling device DC1, in order to allow coupling of the electric motor MME between the first DC1 and second DC2 coupling devices. Thus, when the second coupling device DC2 has been placed in its fully decoupled (or fully open) state, only the electric motor MME can provide torque upstream of the first coupling device DC1.

[0057] For example, this second DC2 coupling device can be a clutch.

[0058] It will also be noted that in the example illustrated non-limitingly in Figure 1 the first coupling device DC1, the possible second coupling device DC2, the electric motor MME and the gearbox BV are part of a gearbox assembly EBV. But this is not an obligation.

[0059] The accelerator pedal PA can be operated (here) by one foot of the driver of the vehicle V. It has a depression percentage from which the torque setpoint ccg is defined, which is representative of the driver's wishes outside of the assisted speed control phases.

[0060] The speed control computer CA provides at least one speed control function within the vehicle V during assisted speed control phases, and therefore when this function has been activated. It is considered in the following, by way of non-limiting example, that the speed control function is a speed limitation function capable, in the event of activation, of generating a torque setpoint ccg allowing the vehicle V not to exceed a speed setpoint cv. This generated torque setpoint ccg is then transmitted to the supervision computer CS.

[0061] But the invention is not limited to this type of speed control function. It indeed concerns any type of speed control function capable of generating a torque setpoint based on a speed setpoint. Thus, the speed control function could also be a speed regulation function or a speed limiting function, for example.

[0062] It will be noted that the speed control computer CA and the supervision computer CS can, for example, communicate via an internal communication network RC of the vehicle V, possibly multiplexed, as illustrated non-limitingly in figure 1.

[0063] The speed control function can be:

[0064] - either in a first state called non-activated (or stopped or even inhibited) when it has not been activated, for example by the driver of vehicle V,

[0065] - either in a second state called activated and effective when it has been activated and it delivers a torque instruction ccg to respect the speed instruction cv,

[0066] - either in a third state called activated and not effective when it has been activated but it does not deliver a torque instruction ccg because the current speed vv of the vehicle V does not justify it with regard to the speed instruction cv,

[0067] - or still in a fourth state called recovery when it is activated and effective and the driver of vehicle V presses the accelerator pedal PA so that the speed of vehicle V exceeds the speed setpoint cv.

[0068] When the speed control function is in its second state (activated and effective), a gear change law is specifically associated with it in the CB gearbox computer.

[0069] The V vehicle also offers several driving modes that are selectable (e.g. by the driver) and respectively associated with gear shift laws for the BV gearbox. For example, these driving modes can be an economy mode, a comfort mode and a sport mode.

[0070] As mentioned above, the invention proposes in particular a control method intended to enable the control of the gear change law to be used in the vehicle V.

[0071] This (control) method can be implemented at least partially by the control device DC3 (illustrated at least partially in Figures 1 and 2) which comprises for this purpose at least one processor PR1, for example a digital signal processor (or DSP ("Digital Signal Processor")), and at least one memory MD. This control device DC3 can therefore be implemented in the form of a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). For example, it can be a microcontroller.

[0072] It will be understood that the PR1 processor and MD memory are capable of participating in the speed control function by carrying out operations consisting, in the event of activation of the latter, of determining the torque setpoint ccg as a function of the speed setpoint cv, in particular.

[0073] The MD memory is RAM in order to store instructions for the implementation by the processor PR1 of at least part of the control method. The processor PR1 may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is understood to mean any type of device capable of carrying out at least one electrical or electronic operation.

[0074] In the example illustrated non-limitingly in Figures 1 and 2, the control device DC3 is part of the speed control computer CA. But this is not obligatory. Indeed, the control device DC3 could include its own dedicated computer (which is then coupled to the speed control computer CA), or could be part of another computer on board the vehicle V and providing at least one other function.

[0075] As illustrated non-limitingly in Figure 3, the (control) method according to the invention comprises a step 10-20 which is implemented each time a gear change law must be used in the vehicle V and a driving mode has been selected (e.g. by the driver).

[0076] Step 10-20 of the method comprises a sub-step 20 in which a (for example the control device DC3 triggers the use of a) gear change law is used which is either associated with the selected driving mode when the speed control function is activated and not effective, or associated with the speed control function when this speed control function is activated and effective.

[0077] In other words, if the speed control function is in its second state (activated and effective), the gear change law associated with it is used, whereas if the speed control function is in its third state (activated and ineffective), the gear change law associated with the selected driving mode is used. Thus, the driver is no longer surprised by the gear change law that is used when the speed control function has been activated and it is acting (because he is not acting on the accelerator pedal PA) or when it is not acting (because it is he who is acting on the accelerator pedal PA). This results in an improvement in the performance of the speed control function from the driver's point of view and compliance with the selected driving mode whenever possible.

[0078] For example, and as illustrated non-limitingly in Figure 3, step 10-20 may comprise a sub-step 10 in which, when the speed control function is activated and not effective (third state), it is possible to impose (for example the control device DC3 can trigger the imposition of) the use of the gear change law which is associated with the selected driving mode by assigning a first value v11 to a first specific variable vs1. On the other hand, in sub-step 10 when the speed control function is activated and effective (second state), it is possible to impose (for example the control device DC3 can trigger the imposition of) the use of the gear change law which is associated with the speed control function by assigning a second value v12 to the first specific variable vs1.

[0079] In other words, the gearbox computer CB is told which gear change law it must use by transmitting to it in sub-step 10 a first specific variable vs1 having either its first value v11 or its second value v12. It will be understood that here it is the speed control computer CA which transmits the first specific variable vs1 to the gearbox computer CB on the order of the control device DC3 in sub-step 10. Thus, upon receipt of this first specific variable vs1, the gearbox computer CB will determine the gear which must be engaged by means of the gear change law which is associated either with the selected driving mode when the first specific variable vs1 has its first value v11, or with the speed control function when the first specific variable vs1 has its second value v12.

[0080] Also for example, in sub-step 10 of step 10-20 the first specific variable vs1 can be boolean, and in this case it can take a first value v11 equal to 0 and a second value v12 equal to 1.

[0081] It should be noted that the use of only the first specific variable vs1 can be the cause of a side effect consisting of a downshift of one or more gears in the gearbox BV, which the gearbox computer CB will then have to compensate for by causing an upshift of one or more gears. Indeed, when the speed control function is activated and not effective because the current speed vv of the vehicle V is initially much lower than the speed setpoint cv, it may happen that the driver decides to press the accelerator pedal PA hard.When the speed control function becomes activated and effective because the current speed vv of the vehicle V becomes close to the speed setpoint cv, this causes a sharp increase in a potential coordinated torque setpoint ccpc which is determined by the speed control computer CA and which defines the torque intended to be delivered by the gearbox BV at a future instant.

[0082] It is recalled that the coordinated potential torque setpoint ccpc is equal, in the case of a speed limitation function, to the minimum between a first potential torque setpoint ccp1 which is determined under certain conditions (in particular in the presence of the second state (activated and effective)) by the speed control function (and for example by the speed control computer CA) and a second potential torque setpoint ccp2 which is defined from the percentage of depression of the accelerator pedal PA. When the first potential torque setpoint ccp1 is not determined, it is replaced by a so-called fallback potential torque setpoint ccpr, generally having a very high value (for example between 10000 Nm and 20000 Nm).

[0083] When the coordinated potential torque setpoint ccpc suddenly increases sharply, the gearbox computer CB decides to downshift one or more gears in the gearbox BV, in order to induce a reduction in the next coordinated potential torque setpoint ccpc. Indeed, the speed control function having become activated and effective, it begins to determine a first potential torque setpoint ccp1 again which will cause a significant reduction in the next coordinated potential torque setpoint ccpc. The next coordinated potential torque setpoint ccpc received by the gearbox computer CB being significantly reduced, the latter (CB) then decides to shift up one or more gears.

[0084] In order to avoid the side effect described above, in sub-step 10 of step 10-20 it is possible to signal the fact (for example the control device DC3 can trigger the signaling of the fact) that the speed control function is activated and not effective or activated and effective by assigning a first value v21 to a second (or other) specific variable vs2. In this case, this first value v21 is suitable for triggering the determination of a first potential torque setpoint ccp1 by the speed control function.

[0085] In other words, when the second (or other) specific variable vs2 has its first value v21 , the speed control function (e.g. the control device DC3) knows that it must determine a first potential torque setpoint ccp1 and not use the so-called fallback potential torque setpoint ccpr. Therefore, the potential torque setpoint coordinate ccpc determined by the speed control function (e.g. the control device DC3) becomes equal to the extremum between the first potential torque setpoint ccp1 and the second potential torque setpoint ccp2. It is recalled that in the case of a speed limitation function the extremum is the minimum of ccp1 (or ccpr) and ccp2. Thus, when the speed control function becomes activated and effective because the current speed vv of the vehicle V becomes close to the speed setpoint cv, this only causes a slight increase in the potential torque setpoint coordinate ccpc which is received by the gearbox computer CB, and therefore the latter (CB) has no reason to decide to trigger a downshift in the gearbox BV. There is therefore no side effect.

[0086] Also for example, in sub-step 10 of step 10-20 it is possible to signal the (for example the control device DC3 can trigger the signaling of) the fact that the speed control function is not activated or in a phase of resumption by the driver (by pressing the accelerator pedal PA) by assigning a second value v22 to the second (or other) specific variable vs2. In this case, this second value v22 is suitable for imposing a predefined potential torque setpoint, namely here the fallback potential torque setpoint ccpr.

[0087] In other words, when the second (or other) specific variable vs2 has its second value v22, the speed control function (e.g. the control device DC3) knows that it must not determine the first potential torque setpoint ccp1, but that it must use the fallback potential torque setpoint ccpr to determine the coordinated potential torque setpoint ccpc.

[0088] Also for example, in sub-step 10 of step 10-20 the second (or other) specific variable vs2 can be boolean, and in this case it can take a first value v21 equal to 1 and a second value v22 equal to 0.

[0089] It will also be noted, as illustrated without limitation in Figure 2, that the AC speed control calculator (or the device calculator of control DC3) may also comprise a mass memory MM1, in particular for storing the second potential torque setpoint ccp2 and the speed setpoint cv, as well as any intermediate data involved in all its calculations and processing. Furthermore, this speed control computer CA (or the computer of the control device DC3) may also comprise an input interface IE for receiving at least the second potential torque setpoint ccp2 and the speed setpoint cv, possibly after having formatted and / or demodulated and / or amplified them, in a manner known per se, by means of a digital signal processor PR2. In addition, this speed control computer CA (or the computer of the control device DC3) may also comprise an output interface IS, in particular for delivering each message containing a first specific variable vs1 and each message containing a second (or other) specific variable vs2.

[0090] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the electronic circuit (or hardware) type, such as for example the processor PR1, is capable of implementing the control method described above to control the gear change law to be used in the vehicle V for its gearbox BV.

Claims

CLAIMS

1. Control method for a land vehicle (V) and comprising i) a powertrain comprising an automated gearbox (BV), and ii) a speed control function which can be activated and ineffective or activated and effective, and said vehicle (V) having driving modes which can be selected and associated respectively with gear change laws, characterized in that it comprises a step (10-20) in which a gear change law is used which is either associated with the selected driving mode when said speed control function is activated and ineffective, or associated with said speed control function when said speed control function is activated and effective.

2. Method according to claim 1, characterized in that in said step (10-20) when said speed control function is activated and not effective, the use of a gear change law which is associated with the selected driving mode is imposed by assigning a first value to a specific variable, or when said speed control function is activated and effective, the use of a gear change law which is associated with said speed control function is imposed by assigning a second value to said specific variable.

3. Method according to claim 2, characterized in that in said step (10-20) said specific variable is Boolean and takes a first value equal to 0 and a second value equal to 1.

4. Method according to claim 2 or 3, characterized in that in said step (10-20) it is signaled that said speed control function is activated and not effective or activated and effective by assigning a first value to another specific variable, this first value being capable of triggering a determination by said speed control function of a potential torque setpoint defining a torque envisaged to be delivered by said gearbox (BV) at a next instant and intended to determine a ratio to be engaged in said gearbox (BV) in the presence of the gear change law currently in use.

5. Method according to claim 4, characterized in that in said step (10-20) it is signaled that said speed control function is not activated or in a recovery phase by a driver of said vehicle (V) by assigning a second value to said other specific variable, this second value being capable of imposing a predefined potential torque instruction.

6. Method according to claim 5, characterized in that in said step (10-20) said other specific variable is Boolean and takes a first value equal to 1 and a second value equal to 0.

7. Computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to one of claims 1 to 6, in a land vehicle (V) and comprising i) a powertrain comprising an automated gearbox (BV), and ii) a speed control function which can be activated and ineffective or activated and effective, and said vehicle (V) having driving modes which can be selected and associated respectively with gear change laws, for controlling the gear change law to be used.

8. Control device (DC3) for a land vehicle (V) and comprising i) a powertrain comprising an automated gearbox (BV), and ii) a speed control function which can be activated and ineffective or activated and effective, and said vehicle (V) having driving modes which can be selected and associated respectively with gear changing laws, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to carry out the operations consisting in triggering a use of a gear changing law which is either associated with the selected driving mode when said speed control function is activated and ineffective, or associated with said speed control function when said speed control function is activated and effective.

9. Land vehicle (V), having selectable driving modes and associated respectively with gear change laws, and comprising i) a powertrain comprising an automated gearbox (BV), and ii) a speed control function which can be activated and not effective or activated and effective, characterized in that it further comprises a control device (DC3) according to claim 8.

10. Vehicle according to claim 9, characterized in that said powertrain comprises at least one thermal motor (MMT) and at least one electric motor (MME).

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